Impact of Dynamic PHEVs Load on Renewable
Sources based Distribution System
F. R. Islam, H. R. Pota, and N. K. Roy
The University of New South Wales at
Australian Defence Force Academy (UNSW@ADFA)
Canberra, ACT 2600, Australia
Email: F.M.Islam@student.adfa.edu.au, H.Pota@adfa.edu.au and N.Roy@student.adfa.edu.au
Abstract—In this paper, charging effect of dynamic Plug in
Hybrid Electric Vehicle (PHEV) is presented in a renewable
energy based electricity distribution system. For planning and
designing a distribution system, PHEVs are one of the most
important factor as it is going to be a spinning reserve of energy,
and also a major load for distribution network. A dynamic
load model of PHEVs is introduced here based on third order
battery model. To determine the system adequacy, it is necessary
to do a micro level analysis to know the PHEVs load impact
on grid. Scope of such analysis will cover the performance of
wind and solar generation with dynamic PHEVs load, as well
as the stability analysis of the power grid to demonstrate that
it is important to consider the dynamics of PHEVs load in a
renewable energy based distribution network.
Index Terms—PHEVs, Renewable energy, Load dynamics,
Distribution System, Stability analysis.
I. I NTRODUCTION
Plug in Hybrid Electrical Vehicles (PHEVs) can be a strong
alternative to the conventional vehicle due to advances in bat-
tery and hybrid-electric power technologies, coupled with the
financial, energy security requirement, environmental concern
and the rising costs of petroleum [1], [2]. It is expected
that in future a majority portion of the vehicles are going to
have plug-in option to recharge their batteries. As the existing
power systems of most of the countries have limited energy
resources, researchers are working for the proper management
of energy such as charging at night, using alternative sources
like wind energy, biomass and solar energy [3]. A number of
researches have been carried out and still going on wind and
solar energy to implement for PHEVs recharge as they are
clean sources of energy with zero carbon emission, but the
dynamics of renewable energy generators and PHEV have not
been considered together in the distribution system literature.
PHEVs offers opportunity of storing wind and solar energy
at times of excess generation of power from renewable sources.
PHEVs in a distribution network have the potential to modify
our contemplation not only how we drive but also about
the generation and use of electricity. Wind and solar are the
cleanest power generating technologies with very little impact
on the environment which can considerably reduce greenhouse
gas emissions and decreases our dependence on imported
sources of energy and on fossil fuels. As a result solar and
wind energy can be effective economic development driver.
The world PV market installations in 2009 reached a record
of 7.3 GW, which is 20% more, than the previous year [4].
It is expected that by the year 2030, PHEV penetration will
be 25 percent, which represent a large additional load to the
power systems [5]. According to the Electric Power Research
Institute (EPRI), PHEVs would be recharged during overnight
off-peak hours when 60% of total generation reduce at U.S.
whereas 8% of total electric generation need to be increase
to fulfill the demand if 50%of all vehicles on the roads are
replaced with PHEVs by the year 2050 [6]. This demand
of electrical power may produce large and unexpected peaks
in the power consumption. By demand management or using
alternative renewable sources like solar and wind through
smart management approach, charging PHEVs during off-peak
or even at peak might be possible [7]. However load manage-
ment of power system may not be as simple with increased
penetration level of PHEVs as many of these networks do not
have enough spare capacity. Distribution system might require
some changes due to the new load levels, patterns, and load
characteristics, since many distribution systems were designed
decades ago considering the load levels at that time [8] - [11].
The existing literatures mainly focused on the small signal
stability of a large transmission system with large generators
regulated to support transmission network [12], [13]. On
the other hand, distribution systems are utilizing renewable
energy resources with small rated distributed generators. The
sporadic nature of renewable energy resources, make difficult
to regulate the generators to maintain stability of a distribution
system and may compel a enormous threat to the stability of
a distribution system. Charging PHEVs in such a system may
need additional concern for stability of distribution network.
Therefore it is very important to identify the effect of
a specific load like PHEVs for the stability and control of
distribution system. In this situation, the impact of charging
PHEVs with renewable energy sources have been analyzed in
this paper with a complete dynamic load model.
The rest of the paper is organized as follows. The Dis-
tribution system design presents in Section II. Section III
provides the dynamic modelling of synchronous generator.
Wind generator model presents in Section IV. The dynamic
load modelling of PHEVs and network interfacing presents in
Section V. Section VI presents the stablity analysis. Finally,
the paper is concluded by brief remarks in Section VII.
 II. D ISTRIBUTION S YSTEM D ESIGN III. S YNCHRONOUS G ENERATOR M ODEL
Utilizing the battery model in an electric network the total
The effect of the integration of dynamic PHEVs load and system has been divided into three parts, where first part con-
renewable energy generation is illustrated using the following sists of generator model, second part for battery charger and
distribution system as shown in Fig. 1. The data is presented last part is for the battery load. The synchronous generator can
in Table 1. It is a modified version of distribution system be modeled by the following set of differential equations [17]-
presented in [14] , [15]. In this system three radial feeders [19]:
are connected. This system is convenient for studying the δ̇ = ω0 ω − ω0 (1)
dynamic interaction of various generating units located on D ω0
different feeders. 5.92 MW real and 3.83 Mvar reactive load ω̇ = − ω+ (Pm − Eq Iqg ) (2)
2H 2H
is used as total load of the system . The concept of π model 1 
is used to design the distribution network similar to that of Ėq =  [KA (Vref − V0 ) − (Xd − Xd )Idg ] (3)
Tdo
transmission system. A synchronous generator is connected at
1
Bus 3, supplying 1 MW. It has reactive power limit of 0.75 V˙0 = (Vt − V0 ) (4)
Tr
Mvar. At Bus 1 the system is connected with grid substation.
A 1 MW wind generator is connected at Bus 2 and a 500 where:
kW solar PV generator is assumed as a constant active power δ is the power angle of the generator
sources operating at unity power factor, connected at Bus 12. ω is the rotor speed in synchronous reference frames
PHEV load has been connected at Bus 4 to know the impact. H is the inertia constant of generator
A shunt capacitor is used to compensate the reactive power Pm is the mechanical input power to the generator
for wind generator [16]. D is the damping constant of generator
Eq is the Quadrature-axis transient voltage
KA is the gain of exciter amplifier
Vref is reference and terminal output voltages
V0 is output of voltage regulator

Tdo is the direct-axis open-circuit transient time constant of
the generator
Xd is the direct-axis synchronous reactance
Xd is the direct axis transient reactance
Vt is the terminal voltage of the generator
Idg is the direct axis currents of the generator
Iqg is the quadrature axis currents of the generator
Tr is the terminal voltage regulator time constant

Terminal voltage of the generator can be expressed as


Vt = (Eq − Xd Idg )2 + (Xd Iqg )2 (5)

IV. W IND G ENERATOR MODEL

Fig. 1. Single line diagram of test distribution system
The components of a constant speed wind generator are
wind turbine, drive train, and generator.
TABLE I
Distribution system data The rotor with a speed of ωm and radius R, converts energy
The network and bus data are given in Table X. Per unit value are based to the rotor shaft. The amount of power from the wind depends
on 10 MVA, 6.6 KV
Bus to Section Re- Section End Bus End Bus
on some factors, such as the wind speed, Vw , the air density, ρ,
Bus sistance Reactance Load Load and the swept area, Awt . The available power on the rotor, is
(pu) (pu) (MW) (MVAR) determine using the power coefficient cp (λ, θ), which depends
2-4 0.075 0.100 0.500 0.400
4-5 0.080 0.110 0.750 0.375 on the blade pitch angle, θ, and the ratio between the wind
4-6 0.090 0.180 0.500 0.200 speed and the speed of the blade tip, called tip-speed ratio,
6-7 0.040 0.040 0.375 0.300
5-11 0.040 0.040 0.000 0.000 λ = ωVmwR . The aerodynamic torque applied to the rotor turbine
1-8 0.110 0.110 1.000 0.675 can be express as [20]:
8-9 0.080 0.110 1.250 0.750
ρ
9-11 0.110 0.110 0.150 0.025
Tae = Awt cp (λ, θ)Vw3 (6)
9-12 0.080 0.110 0.000 0.000 2ωm
8-10 0.110 0.110 0.25 0.225
10-14 0.040 0.040 0.000 0.000 where cp is calculated by the following equation [21]:
3-13 0.110 0.110 0.250 0.225
 
13-14 0.090 0.120 0.250 0.275 π(λ − 3)
13-15 0.080 0.110 0.250 0.275 cp = (0.44 − 0.0167θ) sin − 0.00184(λ − 3)θ
15-16 0.040 0.040 0.525 0.250 15 − 0.3θ
  

The dynamic characteristics of a wind turbine generator −1 −Edr
δg = tan 
system is reproduced using a two-mass drive train model in Eqr
this paper. The high speed shaft is connected with the low
speed shaft through a gear box, at the same time low speed The modified third-order induction generator model can be
shaft is attached with the drive train through wind turbine written as follows:
converter aerodynamic torque Tae . The first mass term can 1 

ṡ = Eg Iqs − Tm (17)
be expressed with the blades, hub and low-speed shaft, and 2HG
the second mass term with the high-speed shaft, with inertia  1   


constants Hm and HG . A gear ratio, Ng , interconnected Ėg = −  Eg + X − X Ids (18)
T0
the shafts combined with torsion stiffness, Ks , and torsion 
damping, Dm and DG , which gives the torsion angle γ. With X −X
δ̇g = ωs ωr +  Iqs (19)
the grid frequency f . The dynamics of the shaft are represented Tdo Eg
as [20]:
The induction generator parameter is given in Appendix
1
ω̇m = [Tae − Ks γ − Dm ωm ] (7)
2Hm V. L OAD M ODELING AND N ETWORK I NTERFACING
1
ω̇G = [Ks γ − Te − DG ωG ] (8) To connect with electrical distribution systems for battery
2HG
1 charging, PHEVs need to have an electronic interface. Along
γ̇ = 2πf (ωm − ωG ) (9) with the dynamic response of electrolyte temperature and bat-
Ng
tery state-of-charge (SOC), the effect of electronic charger is
Gear box gives the mechanical power to the generator using considered to model the load. Till today lead-acid and nickel-
stiff shaft. The relationship between the mechanical torque and cadmium type batteries are the most common for electric
the torsional angle is given by: vehicle [10].
Tm = Ks γ (10) On an average more than 50% cars in U.S. are driven about
25 miles per day [7]. To evaluate the impact of PHEVs we
The following algebraic-differential equations are used to consider the range of driving 40 miles/day, which means the
describe the transient model of a single cage induction gener- capacity of a PHEV battery will be 12 kWh as 0.3 kWh of
ator [21], [22]: battery energy is required to drive one mile [9], [11].
1 A dynamic model of a lead acid battery [23], [24] has
ṡ = [Tm − Te ] , (11)
2HG been selected to develop a suitable model of PHEV load,
 1    where the elements of this load are not constant, as they
Ėqr = −  Eqr − (X − X  )ids − si ωs Edr 
(12)
To depend on electrolyte temperature as well as on the state-of-
 1 
charge (SOC). The battery equivalent network represented in
Ėdr = −  [Edr + (X − X  )iqs ] + si ωs Eqr

(13) Fig. 2, where, θ represent electrolyte temperature and SOC is
To
the battery state-of-charge. Im is an integral part of the total
Vds = Rs ids − X  iqs + Edr

(14)
 
current I which is used to store charge in the battery.
Vqs = Rs iqs + X ids + Eqr (15)

vt = Vds 2 +V2 (16) Im P R0
qs

where X  = Xs + Xm Xr /(Xm + Xr ), is the transient Ip

reactance, X = Xs + Xm , is the rotor open-circuit reactance,
To = (Lr + Lm )/Rr , is the transient open-circuit time Z m(θ, SOC)

constant, vt is the terminal voltage of the IG, s is the slip, Z p(θ, SOC)
 
Edr is the direct-axis transient voltages, Eqr is the quadrature-
axis transient voltages, Vds is the d-axis stator voltage, Vqs
is the q-axis stator voltage, Tm is the mechanical torque, + +
Te = Edr ids + Eqr iqs , is the electrical torque, Xs is the stator E m(θ, SOC) E p(θ, SOC)

reactance, Xr is the rotor reactance, Xm is the magnetizing

reactance, Rs is the stator resistance and Rr is the rotor
N
resistance. HG is the inertia constant of the IG, ωG is the
rotor speed of the IG, ωs is the synchronous speed, ids
and iqs are d- and q-axis components of the stator current, Fig. 2. Battery equivalent network with parasitic branch
respectively. By axis transformation the dynamic element of
both induction generator and synchronous generator can be Another part of the total current entering in the battery
written in a synchronous rotating frame using the following flows through the parasitic branch. Parasitic reaction is a
relation continuous process, that draw current but does not participate

 at main reaction. The voltage at this branch is nearly equal

Eg = Eqr 2
+ Edr2 to the voltage at the pin. The power dissipated in real part
of impedances Zm and Zp is converted into heat. Impedance And the power balance equations for the load bus are [27]:
of main reaction branch increase with charge, as a result the
terminal voltage of parasitic branch rise as well as the current 
n
PLi (Vi ) + Vi Vr [Gir cos(θi − θr )
Ip . At a full state of battery, the impedance of the main reaction r=1
branch approaches to infinite [23]-[25]. +Bir sin(θi − θr )] = 0 (23)
This battery model can be represented as an RLC network 
n
as shown in Fig. 3 and the number of R-L-C block can be kept QLi (Vi ) + Vi Vr [Gir sin(θi − θr )
limited as the specific speed of evolution of electric quantities r=1
evolve very rapidly for PHEVs [23]. −Bir cos(θi − θr )] = 0 (24)

Where n is the total number of buses in the system and

C1
Yir =Gir +jBir the element of the ith row and rth column of
Im R2 P R0
R1
the bus admittance matrix Y.
I1
The third order battery dynamic model considering current,
electrolyte temperature and state of charge (SOC), can be
Ip
described by the following equations [23]-[25]:

Vdc
Em Vp 1 1
I˙ = ( [Vdc (1 − R0 ) − Em
T1 xR
Vdc R0 A1 Qe Ke (273 + θ)Qe
+ + ] − Im )/xR(25)
N Kc CI  Kc CI 
Vdc R0 A1 Qe
Q̇e = −[Vdc (1 − R0 ) − Em +
Kc CI 
Ke (273 + θ)Qe
Fig. 3. Battery equivalent network + ] (26)
Kc CI 
The connection with the network is assumed to be realized 1 θ − Qa
θ̇ = − [Ps − ] (27)
by means of an ideal converter and a transformer with re- Cθ Rθ
actance xT as depicted in Fig. 4. DC voltage is regulated by
The algebraic equations for Em , R0 , R1 and R2 are:
means of the converter modulating amplitude m, as follows
[26]: Em = Em0 − Ke (273 + θ)(1 − SOC) (28)
 2
xT V2 R0 = R00 [1 + A0 (1 − SOC)] (29)
m= p2s + qs + s (20)
Vs kVdc xT R1 = −R10 ln(DOC) (30)
The DC power of the battery (Pdc =Vdc I) is consider to be exp[A21 (1 − SOC)]
R2 = R20 (31)
the real power in the network ( ps =Pdc ). Thus the link with 1 + exp(A22 Im /I ∗ )
AC network will be:
Em0 , Ke , R00 and A1 are constant for a particular battery.
And the SOC and DOC can be express as:
Vt Vs State of charge SOC = 1 − Qe /Kc CI ∗
ps = −
cos(θs − θt ) = Vdc I (21)
xT Depth of charge DOC = 1 − Qe /Kc CI

Vs2 Vs kmVdc xT I 2 Where:
qs = − 1−( ) (22)
xT xT kmVs Cθ and Ps are the battery thermal capacity and power
√ R0 is the thermal resistance
Where Vt =kmVdc , and the rectifier gain k= (3/8)
Qa is the ambient temperature
I is the reference current
C1 xr is the Thevenin equivalent reactance
R0 R2
I Im
R1 Kc , Em , Ke and A1 , are constant for a particular battery
The behavior of the parasitic branch is strongly nonlinear.
ps+jqs Ip Therefore the current of the parasitic branch can be express
as:
Vdc Rp Vp Em Vp θ
Ip = Vp Gp exp( + Ap(1 − )) (32)
Vpo θf
1:m
Vs ‘θs Vt ‘θt
The computation of Rp gives the heat produce by the parasitic
reaction by means of Joule’s law:

Fig. 4. PHEVs load connection with power systen network Ps = Rp Ip2

 Voltage oscillation without PHEVs load
VI. S TABILITY A NALYSIS
0.893
The following equation has been used to represent the state
space equation of linearized model of the system. 0.8925

ΔẊ = AΔX

Voltage
0.892

Where A is the state matrix and ΔX = 0.8915

[δ, ω, Eq , V0 , ωm , ωG , γ, S, Eg , δg , I, Qe , Θ]
are the states of the system. The eigenvalues of A give 0.891
the information of small signal stability. Through load flow
0.8905
analysis, operating point of the system can be determined 0 5 10 15 20
and then state matrix of the system can be calculated using Time (s)
power system parameters. Equations (1)-(4), (7)-(9),(17)-(19)
Fig. 7. Wind generator voltage oscillation with constant load
and (25)-(27) have been linearized at the equilibrium point
and the eignvalues of the system under study has shown in
Fig. 5. Angle oscillation with PHEVs load
0.09

25
0.08
20

Angle (rad)
15 0.07
10

5 0.06
0

−5 0.05
−10

−15 0.04
0 5 10 15 20
−20
Time (s)
−25
−18 −16 −14 −12 −10 −8 −6 −4 −2 0
Fig. 8. Wind generator angle oscillation with PHEVs load

Fig. 5. Eignvalues of distribution system with load

Angle oscillation without PHEVs load
From the small signal analysis, both complex and real 0.09
eigenvalues are found for PHEVs load. The system can be
0.08
identified as oscillatory as it has the complex eigenvalues. To
Angle(rad)

make a comparison between the effects of the constant load 0.07

and the dynamic PHEV loads, a simulation is performed, a
single-line to ground fault is applied on the connecting line 0.06
of the dynamic load and cleared after 0.05s. The nonlinear
0.05
simulation results also show oscillations which validate the
results obtained from the small signal analysis. A constant 0.04
load of 12 kW is used to represent equal load of PHEVs to 0 5 10 15 20
Time (s)
make the comparison between the dynamic PHEVs load and
constant load. PHEVs load shows higher voltage and angle Fig. 9. Wind generator angle oscillation with constant load
oscillations compared to the constant load, as shown in Fig.
6, Fig. 7, Fig. 8 and Fig. 9. VII. C ONCLUSION
The goal achieved through this study is the investigation
Voltage oscillation with PHEVs load
0.8925 of the performance of renewable energy in a distribution
system with dynamic PHEVs load. And for wind generation
0.892 we have investigated the voltage and angle variation due to
the dynamic PHEVs load. The obtained results from modal
Voltage

0.8915 analysis and nonlinear simulation show that the system be-
come more oscillatory with dynamic PHEVs load. It has
0.891
been concluded that a lot of future research is needed to
0.8905 study the charging dynamic PHEVs load through renewable
sources in a distribution system. Several issues, such as battery
0.89 ageing consequences, considering the solar power dynamics
0 5 10 15 20
Time (s) and controller design for charging with renewable sources in
a distribution network could be the interesting topics in the
Fig. 6. Wind generator voltage oscillation with PHEVs load future work.
 A PPENDIX A [16] W. Freitas, J. C. M. Vieira, A. Morelato, L. C. P. da Silva, V. F. da
BATTERY AND G ENERATOR ’ S PARAMETERS Costa, and F. A. B. Lemos, “Comparative analysis between synchronous
and induction machines for distributed generation applications,” Power
The parameters used for the Battery are as follows: Systems, IEEE Trans., vol. 21, pp. 301-311, 2006
[17] T. V. Cutsem and C. D. Vournas, “Voltage Stability of Electric Power
Parameters referring to the battery capacity: Systems,” Norwell, MA: Kluwer Academic, 1998.
I  = 49 A, KC = 1.18,C1 = 261.9 Ah,Θf = −400 C [18] P. Kundur, “Power System Stability and Control,” New York: McGraw
Parameters referring to the main branch of the electric equiv- - Hill, 1994.
[19] A. R. Bergen, “Voltage Stability of Electric Power Systems,” New
alent: Jersey: Prentice-Hall, 1986
T1 = 28800 s, Em0 = 2.135 V , Ke = 0.580e−3V /0 C, [20] M. J. Hossain, H. R. Pota, V. Ugrinovskii, and R. A. Ramos, “A novel
A0 = −0.30 STATCOM control to augment LVRT of fixed speed wind generators,” in
48th IEEE Conference on Decision and Control, Shanghai, P. R. China,
Parameters referring to the parasitic reaction branch of the 16-18 December 2009, pp. 7843-7848.
electric equivalent: [21] T. Ackermann, “ Wind Power in Power Systems,” England: John Wiley
Ep = 1.95 V , Vpo = 0.1 V , Ap = 2.0, Vpo = 0.1V , and Sons, Ltd, 2005.
[22] K. Nandigam and B. H. Chowdhury, “Power flow and stability models
Gpo = 2pS for induction generators used in wind turbines,” in Power Engineering
Parameters referring to the battery thermal model : Society General Meeting, 2004, IEEE, vol. 2, June 2004, pp. 2012-2016
Cθ = 15 W h/0 C, Rθ = 0.20 C/W [23] M. Ceraolo, “New Daynamical Models of Lead-Acid Batteries,” IEEE
Trans. on Power System, vol. 15, no 4, Nov. 2000.
Synchronous generator parameters: [24] S. Barsali and M. Ceraolo, “Dynamical models of lead-acid batteries:
Xd = 2.1 pu, Xd = 0.4 pu, H = 3.5 s, Tdo 
= 8 s, D = 4. implementation issues,” IEEE Trans. on Energy Conversion, vol. 17, pp.
Automatic Voltage Regulator (AVR) Parameters: 16-23, 2002.
[25] M. Ceraolo, D. Prattichizzo, P. Romano, and F. Smargrasse, “Expe-
KA = 50, Tr = 0.1 s. riences on residual-range estimation of electric vehicles powered by
The parameters used for the Induction Generator are: lead-acid batteries,” in 15th International Electric Vehicle Symposium,
Rs = 0.012pu, Xs = 0.074pu, Xm = 2.76pu, Rr = 0.008pu, Brussels, Belgium, Sept. 29-Oct. 3, 1998.
[26] F. Milano, “Power System Modelling and Scripting,” New York:
Xr = 0.1761pu, Hm = 2.5s, HG = 0.22s Springer-Verlag, 2010, ch.17-18.
[27] M. J. Hossain, H. R. Pota, V. Ugrinovskii, and R. A. Ramos, “Simultane-
ous STATCOM and Pitch Angle Control for Improved LVRT Capability
R EFERENCES of Fixed-Speed Wind Turbines,” IEEE Trans. on Sustainable Energy, vol.
1, pp. 142-151, 2010.
[1] D. M. Lemoine, D. M. Kammen and A. E. Farrell, “An innovation
and policy agenda for commercially competitive plug-in hybrid electric
vehicles”, Environmental Research Letters, pp. 1-10, 2008.
[2] Report for Plug in Hybrid Task Force, “Air Emissions Impacts of
Plug-In Hybrid Vehicles in Minnesota’s Passenger Fleet”, Minnesota
pollution control Agency, March 2007.
[3] S. De-Qian, et al., “The Utilization and Development Strategies of Smart
Grid and New Energy”, Power and Energy Engineering Conference
(APPEEC), pp. 1-4, Asia-Pacific, 2010,
[4] [Online].Available: http://www.solarbuzz.com/marketbuzz2010-
intro.htm
[5] S. W. Hadley and A. A. Tsvetkova, “Potential Impact of Plug-in-Hybrid
Electric Vehicles on Regional Power Generation”, Minnesota pollution
control Agency, March 2007.
[6] Technology primer: The plug-in hybrid electric vehicle, Technical
Report by Electric Power Research Institute (EPRI), pp. 1-2, 2007.
[7] L. Sanna, “Driving the solution, the plug-in hybrid vehicle”, EPRI
Journal, pp. 8-17, Fall 2005.
[8] M. D. Galus and G. Andersson, “Demand management of grid
connected plug-in hybrid electric vehicles (PHEV)”, in Proc., IEEE
Energy 2030 Conference, pp. 1-8, Georgia, USA, Nov. 2008.
[9] A. Ipakchi and F. Albuyeh, “Grid of the future”, IEEE Power and
Energy Magazine,vol. 7, no.2, pp.52-62, March-April 2009.
[10] J. C. Gomez and M. M. Morcos, “Impact of EV battery chargers on the
power quality of distribution systems” IEEE Trans. on Power Delivery,
vol. 18, pp. 975-981, 2003.
[11] Kristien clement-Nyns, Edwin haesen and Johan Driesen, “The Impact
of Charging Plug-In Hybrid Electric Vehicles on a Residential Distri-
bution Grid”, IEEE Trans. on Power System, vol.25, no.1, Feb2010.
[12] T. Yun Tiam and D. S. Kirschen, “Impact on the Power System of a
”Large Penetration of Photovoltaic Generation” , IEEE PESGM, 2007.
IEEE, 2007, pp. 1-8.
[13] D. Gautam, V. Vittal, and T. Harbour, “Impact of Increased Penetration
of ”DFIG-Based Wind Turbine Generators on Transient and Small
Signal Stability of Power Systems,” Power Systems, IEEE Trans., vol.
24, pp. 1426-1434, 2009
[14] S. Civanlar, J. J. Grainger, H. Yin, and S. S. H. Lee, “Distribution feeder
reconfiguration for loss reduction,” Power Delivery, IEEE Trans., vol.
3, pp. 1217-1223, 1988
[15] S. Dahal, N. Mithulananthan, T. Saha, “Investigation of small signal
stability of a renewable energy based electricity distribution system,”
Power and Energy Society General Meeting, 2010 IEEE , vol., no.,
pp.1-8, 25-29 July 2010